Air-supplying means for explosive-engines.



' No. 865,218. PATENTED SEPT. 3, 1907.

A. WAGENBR.

AIR SUPPLYING MEANS FOR EXPLOSIVE ENGINES,

APPLICATION FILED JULY 20,1903.

SSHEBTS-SHBET 1.

No 865,218. PATENTED SEPT. 3, 1907.

. AJWAGBNER. AIKSUPPLYING MEANS FOR EXPLOSIVE ENGINES.

APPLICATION FILED JULY 20. 1903.

3 SHEETS-SHEET 2.

No. 865,218. v PATBNTED SEPT. s, 1907.

A. WAGBNER. AIR SUPPLYING MEANS FOR-EXPLOSIVE ENGINES.

APPLICATION FILED JULY 20. 1903.

3 SHEETS-SHEET 3.

[l/Jineeaes UNlTED sTnTEs i gENT oF IoE.

AUoUsT WAGENER, F BERLIN; GERMANY, ASSIGNOR To SOCIETY DEUTSGHE KRAFTGAS- GESELLSOHAFT M. B. H.

, OF BERLIN, GERMANY.

AIR-SUTPLYING IEANS FOB IlXPLOSIVE-ENGINES.

To all whom it may concern: 7 v

Be it known that 1, Answer Wscnnnn, a subject of the Emperor of Germany, residing at Berlin, Germany,

' have invented certain new and useful Improvements Relating to Air-Supplying Means for Explosive-Engines, of which the following is a specification.

The subject of this invention is applicable for use with explosion or internal combustion engincsoi the kind in which air is forced by meansof a special chargepump into a receptacle and in the neighborhood of the dead point position of the piston, after the exhausting of the products of combustion, this compressed air passes into the driving or working cylinder in such a.

manner that the part thereof first entering serves as scavenging air and the remainder enters as mixing air simultaneoiisly with the fresh charge of gas and mixing with the latter in the driving or workingcylinder forms a combustible mixture.

Figure l is a sectional elevation of a portion of an explosive engine embodying the features of this in -vention. Figs. 2 and 3 are sectional modifications.

Fig. 4 is a sectional view showing the construction-tor altering the position of; a throttle valve. Fig. 5 is a sectional detail showing a modified construction of tube foremployment in connection with the'strncture shown in Fig. 2. Figs. 6, 7 and Saremodificationsoi throttling means, and Fig. 9 is a sectional elevation of a valve-actuating gear.

In Fig. l, the dr'ivingpiston '2 connected with the pump piston 1 is shown in the position which it assumes durihg'its outwardly-directed motion on opening of the gas-inlet'apertures 3'. In the previous"stroke, .gas has been compressed on the right-hand side of'the chargepump 4 and has been pumped into. a receptacle, the high-pressure'gas pipe 5, where it remains until the opening of the gas-inlet apertures 3,. On the left-hand side of-the charge-pump, air has been compressed in or working cylinder.

the following stroke and pumped into a receptacle the high-pressure air pipe 5. In the position of theworking piston shown in Fig. 1, a partofthislair has already passed through the air-inlet apertures 6 into'the driving: I The remainder of the air thrown by the charge-pump, after the driving piston in its further outward stroke has also; uncovered the gas-inlet apertures, passes into the driving cylinder simultaneously with the gas whichhas previously'been com-,

} pressed in the samemanner. An arrangement of this kind has the disadyantage that the division of the total amount oi air into correct quantities of. scavenging air and air. for mixing with the ,gas is not attained directly forthe different conditions which result in particular casesiro n the length and width of thehighpressure air pipe, the speed drotation duty, etc.

It has now been ,show'n by experiments that a correct Specification of Letters Patent. I Application filed July 20,1903. serials. 166,369.

Patented Sept. 3, 1907.

division of the air into scavenging air and mixing air isattained with much more certainty by introducing a throttling device in the high-pressure airpipe, ior example, a. throttle-valve disk 7 which otters a definite resistance to the passage of the air. In this case, the compressed air passes very quickly out of the part of the high-pressure pipe which lies between the throttlevalvennd the driving cylinder, after uncovering of the I air-inlet apertures, into the driving cylinder, while the air from the other part of the high-pressure pipe flows slowly after under the throttling action of the valvedisk, as is required for the proper formation of the mixture. It has moreover been sho that the scavenging air and the mixing air, which aresupplied-to the driving cylinder, are proportioned to each other as regards their quantity approximately as the capacity by volume of the part of the high-pressure pipe between the throttling device and the driving cylinder to the .capacity by volume of the other part of the high-pressure pipe. Finally it is clear that the speed at which the mixing air flows in is lessas the throttling becomes greater and conversely. Thus, .by altering the position of the throttling device, the quantities oiscavenging air and mixing air can be varied, and by altering the 'amountordegree of throttling, the speed at which the mixing air passes in can be varied. An arrangement which permits alteration of the position of the throttling device, is shown in Fig. 2, which is a section 8 and.

through the high-pressure air-pipe, in which arrangementthe charge-pump is considered as arranged byithe side of. the driving cylinder and the high-pressure. air connection of this pumpis considered to be attached to the flange 8" of the coupling '8". The high-pressure pipe comprises the cylindrical tube ll'in which the throttle disk 12 can be moved towards either end by means of the rod 13 which extends to theexterior through two stufling boxesl4, 14. :The diameter of the throttling valve-disk 12 is less than the clear width or I opening of the tube 11, so that the throttling disk throttles at-itsperiphery. 1f the throttling disk is movedin the directionof thearrowl5, this causes a reduction in the amount of scavenging air and an increase in the amountof'the mixing air; the converse is efiec'tedby 1 .32 takes place.

the air-receiver of the driving cylinder. To the T- pieces 10 and 18 are connected cylindrical tubes 20 and 21. in which the pistons 22 and 23 can be moved. When the pistons ar imultaneously moved in the directions of the arrows 24 and 25, lot which purpose the pistons are preferably actuated by common driving gear, a reduction in the amount oi scavenging air and an increase in the amount of mixing air is produced. it, in this case, a rigid thiiittling device he not employed but an adjustable throttling valve 17, by means ol' an arrangement of this kind both an alteration in the amounts of scavenging and oi mixing air and also an alteratitm in the speed at which the mixing air llows in, can be produced. i i

The same object can be attained by employing, in the arrangement shown in Fig. 2, a conical tube 26, Fig. 5, instead of the cylindrical tube 1.1. if the flange 27 of this tube is arranged towards the charge-pump and the flange 28 towards the air-receiver of the driv- -ing cylinder, a movement oi the throttling-disk 12 in the direction of the arrow 15 produces a reduction in the amount. of scavenging air and an increase in the speed at which the mixing air flow in, while the opposlle'cfl'ccts are produced by movement in the direction of the arrow ill. The angular or linear displacement of the devices employed in the arrangements above characterized can obviously be effected either by hand or by means of a governor. If it be desired to employ a very great. amount of throttling, the arrangemen ts characterized would have the disadvantage that .in their employment the charge-pump, under otherwise similar conditions, would require a correspondingly greater amount. of power than with a less amount ot' throttling. This disadvantage can be obviated by employing one or more driven or automatic valves. An arrangement of this kind is shown in Fig. Ii. In this case, the branch 29 is attached to the high-pres sure connection of the chargc-pump. During the comprcssion, the air passes through the automatic or driven valves 31 and 1E2 into the spaces of the high-pressure pipe on both sides of the throttle-valve l7. After complctionof the compression, closing of the valves 31 and As shown in Fig. 6 the throttle valve 17 is actuated from a governor l7. To the valve 17 by the link 17" is attached the actuating rod 17, the latter carrying a lever arm 17' which has one end, at 17" engaging and shil'ted by the governor l'i. This an rangcmcnt can be combined with any of those previously charactcrimxl, for example, with that shown in' Fig. l, or with similar oncs.

An arrangement, such as that shown in Fig. 7 also be employed. The llangc 33 is attached to the ltiglnpresstlre air onnection ol the charge-pump. During the compression of the air, the valve 34 is opened 'by means of valve-gear 34", so that it permits free passage to the 'air. -\\'hon the compression is en tirely or partially complete, thcvalvc 34 is caused to can ' approach its seat by the valve-gearing up .to a definite distance therefrom, so 'l but it acts as a throttling device. during the entrance ol' the mixing air into the driving cylinder. The amount. ol the throttling, can be vari d by the action of the governor on the valvcsg arlng. instead of driving the valve ilscll', the loading ol the valve-spring can also b vari d by means of a controlling device on which thrgovornor can also act, so that the valve is unloaded during the compression and, shortly bclo the (IllltUHfl ol' the air into the driving cylinder, is more or less loaded by a greater or less tensioning ol' the spring and the throttling is accordingly increased or decreased. This arrangement also can be combined with that shown in Fig. 4. instead of a valve of this kind, any other device, such as a, throttling disk l2, Fig. H, ol the same kind as that shown in Fig. :3, can be employed, and the tuboin which it can be, moved, is provided with an expansion l2, so that the throttlingvlisk, when it stands in the middle of the expansion permits l'rcc passage of the air during the compression, Prior to the beginning ol' the entrance ol the air, thc throttling disk is moved by valve-gearing, so that it comes approximately into the position 3t} or 37 and accordingly inlluences the division of the compressed air and the speed at which the air enters. ln this case, also, numerous combinations are possible either with the arrangements above described or with similar ones, or by making one or both ends of the tube so as to taper off conic-ally in one or the other direction near the expansion.

As shown in Fig. 9, thcvalvcs 3 32 are provided with guide stems 40, 40, bearing'rollers 41, 41 and the valves 31, 32 are normally held against their seat by springs 42, 42. These springs are arranged between the flanges 41, 4l aml the fixed guides 43, 43. The valves 31, 32 areanoved off their seats by means of levers 44, 44, which act upon the stems 40, and are coupled together by arms 45, 45 and a connecting rod 46. The levers 44, 14 are actuatcd from the governor 5l through the medium of an arm 47, linl l8, lever 49 and link 50.

All these arrangements present the essential feature that, by their aid, both lhedivision oi the airand also the speed at which the air enterscan be varied as desired. The correct division of the air intoscavcnging air and mixing air and the correct adjust ment ol' the speed at which the air enters have great el'l'ect on the working of the engine Having thus l'ully described my invention, what I claim as new and desire to secure by Letters Patent, is;

l. The mnnbination, in an exploslon-cnginc. of an an"- comprcssor. at driving cylinder. an nlr'conduil connecting said alncomprcssor and said drlving-cyllndcr. and through which the whole of the compressed air passes to said'cylnn der. :1 di-vlcc lor throttling part of tlic air in said conduit. and mcnsl'or varying the proportion which the throttlt-d illl' bears to the unthrottlod air in said conduit. I

,2. 'lhc combination. in an explosinn-cnginc. of an aircomprcssor, a driving cylinder. an air-conduit connecting said :tir-compressor and said driving cylinder. and Ihlough which the whole of the compressed Hll passes to said cylindcr, a device for throttling part ot' the air in said conduit, m ans for adjusting lln nnount ot' throttling t-Xcl'ciscd by said device, and means for varying the proportion which the throltlcd air bears to th tmlhroltlcd air in said condull.

cylinder and a piston therein, a driving 'yllndcl' having two series of ports. a gascous-l'nelwonduil connecting the series of ports nearest one end of the driving cylinder with ono vnd ot' s-ti1l"'pt11||pcylinde v an uir-t-Tjhdtdl sonnet-line the other series of ports with the other end of said pumpcylinder, :1 throttling device arranged between lhc ends ol said aircondult, and a piston in said driving-cylindcr l'or sue sivcly opening and closing lid series of ports.

The ombination. in on explosion-cnginc, ol' :1 pump. a (ll'lVlllLfitQVlllltll'l. :tn aironduit comnnmicnting :ll ontcud with s. id driving cylinder, :1 throttling tllYltt ;|l|':i|];;| tl

The combination, in an cxploslon-enginc, of a pumppump with said conduit at each side of the throttling'device, valves in'seid pipes, and

means for opening and closing said valves. i

(i. The combination in an explosive-engine, of a pump, a I

driving cylinder, an air-conduit communicating at one end with said driving cylinder, sthrottiing device arranged 'hetween the ends of said conduit, means for varying the amount of throttling exerted bysaid device, pipes connecting said pump with said conduit at each side of the throt' tling device, and valves insaid pipes.

7. The combination, in an explosion engine, of a pump, a driving-cylinder, anair-conduit communicating at one end with said driving cylinder, .21 throttling device arranged between the ends of said conduit, means for varying the amount of throttling exerted by said device, pipes connecttiing device, valves in said pipes, and meansfor varying theproportion the throttled air bears to the unthrottled air in said conduit.

8. The combination, in an explosion-engine, of a pump, a drivingcylinder, an air-conduit communicating at one end with said driving cylinder, at throttling device arranged between the ends of said conduit, means for varying the ingsaid pump with said conduit at each side of the throtends of said conduit, and

ders.

in testimony whereof l have hereunto set my hand in presence of two subscribing witnesses.

AUGUST WAGENER.

pistons-adjustable in said cylin- Witnesses Woeonmna Hnur'r,

HENRY Hasrnn.

am'ount of throttling exerted by said device, pipes conneet- -tling device, valves in said pipes, cylinders arranged at theing said pump with said conduit at each side of the throt-- 

